Electronic system for a vehicle and system layer for operational functions

ABSTRACT

An electronic system [ 200]  for a vehicle[, comprised of] includes first components for carrying out control tasks in response to operating sequences and second components that coordinate a cooperation of the components for carrying out control tasks[, the]. The first components [carrying] carry out the control tasks by using operating functions [F 1 -F 6]  and basis functions [BaF], wherein the system is constructed such that the basis functions [BaF] are combined in a basis layer [ 202] , and a system layer [ 203]  is [contained,] superimposed on the basis functions [BaF], which [include] includes at least two of the second components[, at]. At least one open interface [ 204]  of the system layer [also being] is provided [with regard to] for the operating functions [F 1 -F 6] , and the system layer [ 203  linking] links the basis functions [BaF] to any and all operating functions [F 1 -F 6] , such that the operating functions [F 1 -F 6]  can be interconnected and/or used in a modular fashion.

BACKGROUND INFORMATION

[0001] The present invention relates to an electronic system for a vehicle and a system layer of the electronic system in accordance with the preambles of the independent claims.

[0002] The number of electronic systems in vehicles is continually increasing. A serial introduction of additional new electronic vehicle systems is foreseeable. Because the effects of the individual systems are not independent of each other, essential supplemental use can be derived from synergies arising from a system interconnection in the vehicle. To overcome the complexity of a system interconnection of this type in the vehicle, a system concept as the technical foundation for the thoroughgoing implementation of a system interconnection of electronic vehicle systems is presented in the SAE paper 980200 “CARTRONIC—an Open Architecture for Networking the Control Systems of an Automobile,” which was given at the International Congress in Detroit, Mich., on Feb. 23, 1998. The concept put forward there presents an open control architecture for the entire vehicle. It is possible to transport this control architecture to an electronic driver-vehicle system, which then is composed of components for carrying out control tasks in the vehicle, as is demonstrated in German Patent 41 11 023 A1 (U.S. Pat. No. 5,351,776). In this context, these control tasks relate to at least the vehicle motion and the drive train, components being present which coordinate the cooperation of the components for the control tasks. In this context, the components are arranged in a plurality of levels in the meaning of a hierarchy, in accordance with the vehicle topology, the at least one coordination component of a hierarchy level, in response to converting the driver's input request into a corresponding operational performance, acting upon the components of the next hierarchy layer and therefore upon a subsystem of the driver-vehicle system, making available for the subsystem the performance required in each case by the higher hierarchy level. In this context, at least coordination components are distinguished for the entire vehicle, the drive train, and the motion of the vehicle, each of the subsystems itself coordinating its own subsystems.

[0003] In general, a system concept of this type according to the related art described above is superimposed on a general, i.e., standardized, real-time operating system. A standard operating system of this type is, for example, ERCOS or OSEK, i.e., OSEK/VDX. OSEK/VDX, by way of example, is described in the Binding Specification, Version 1.0 dated Jul. 28, 2000, and, as an open system, along with its interfaces for the electronics in the vehicle, forms the basis for a system concept to be superimposed. A comparable real-time operating system, as is described above, is ERCOS, which is put forward in German Patent 195 00 957 A1.

[0004] Heretofore, it has been customary to employ embedded software solutions for controlling the operating sequences of a vehicle, superimposing them on the real-time operating system. In this context, applications-specific functions, basic system functions, core functions, as well as the corresponding driver software, i.e., the specific basis functions, are connected, on the one hand, to the different operating functions, and on the other hand, to the partial operating functionalities, which determine the actual operating performance of the vehicle. Necessary, i.e., desirable, changes in functions or the subsequent addition of functions, in response to software solutions that are interconnected in this manner, permit very complex system configurations to arise, especially with regard to the interfaces.

[0005] This situation, especially in the meaning of a simple function change, i.e., a simple addition of new functions, is optimized below in accordance with the present invention.

ADVANTAGES OF THE INVENTION

[0006] The prerequisites afforded by the system concept in the SAE paper 980200, in this regard, are optimized according to the present invention by the clear separation of operating and basis functions and by the introduction of a system layer having an open interface function. In this context, the contents of German Patent 41 11 023 A1 as well as of SAE paper 980200 are the express foundation for the present invention, which goes further.

[0007] In this context, the present invention is based on an electronic system for a vehicle, i.e., on a system layer of the electronic system, the electronic system including first components for carrying out control tasks in response to the operational sequences of the vehicle and second components, which coordinate the cooperation among the first components for carrying out the control tasks. In this context, the first components carry out the control tasks by applying operating functions and basis functions.

[0008] In an advantageous way, the system is constructed such that basis functions and operating functions, i.e., partial operating functionalities (hereinafter: partial operating modules), are clearly separated from each other, the basis functions being combined in a basis layer. Advantageously, the system layer is then superimposed on the basis layer, which contains the basis functions. In this context, the system layer contains at least two of the second components, which coordinate the cooperation of the control components. In this context, in, i.e., in response to, the system layer, at least one open interface to the operating functions is provided, the system layer connecting the basis functions to any and all operating functions, such that the operating functions can be interconnected and/or used in a modular fashion, i.e., can be connected to the electronic system in a modular fashion.

[0009] Therefore, the operating functions, i.e., the partial operating modules, can advantageously be connected to the electronic system, such that they can be reused and at any time replaced, i.e., changed.

[0010] It is also advantageous that, as a result, a well-defined interface is established by the system layer, to make it possible, in the context of the control unit software for any and all operating functions, to create variants, as well as to expand, i.e., to change, the functionality, especially using partial operating modules, so-called plug-ins.

[0011] In one sensible configuration, it is therefore possible at any time to further develop, change, and/or, by adding new operating functions, to expand a system which is already in series, i.e., in use or operation.

[0012] Thus, in a reasonable manner, it is possible to design, develop, i.e., implement, control tasks, i.e., specific performance features, of an electronic system in a very flexible and individualized manner.

[0013] Advantageously, monitoring functions with regard to the operating functions and/or the partial operating modules are additionally linked to the system layer.

[0014] As a result, the advantages of modulizing the software and the monitoring functionalities are created, and therefore also the possibility of linking, for example, software generated by third parties to the electronic system at insignificant expense. This advantageously also makes it possible, in particular, to depict customer-specific variants exclusively within the operating functions, i.e., the partial operating modules, while the system layer can be configured independently of the application.

[0015] Advantageously, the system layer of the second components includes at least those with regard to the coordination of the entire vehicle and with regard to the coordination of the drive train, and/or with regard to the coordination of the motion of the vehicle.

[0016] The operating functions, i.e., the partial operating modules, can advantageously be linked and/or used in a modular fashion before and/or during a compilation and/or before and/or during the carrying out of the control tasks. Further advantages and advantageous embodiments can be seen in the description and the claims.

DRAWING

[0017] The present invention is discussed below on the basis of the Figures depicted in the drawing.

[0018]FIG. 1, in this context, depicts a general circuit diagram of a control device.

[0019]FIG. 2 depicts an electronic system, in particular, one that is configured as a software architecture to be transported onto the electronics of the vehicle.

[0020]FIG. 3 depicts an exemplary embodiment of the electronic system in the context of a drive train management.

DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

[0021]FIG. 1 depicts a block diagram of a control device for carrying out control tasks in the context of the operating sequences in a vehicle. In this context, the control device, for example, for control tasks, is connected to the operating sequences of the vehicle in the context of engine control (gasoline, diesel, BDE, etc.), braking, i.e., driving function control (ABS, ASR, ESP, brake by wire, etc.), transmission control, control for the electrical power assisted steering (e.g., steer by wire), as well as control for systems of vehicle guidance and/or outward visibility (e.g., ACC), body control (e.g., door lock, window opener, etc.), power, i.e., on-board electrical, control, etc.

[0022] In this context, a control unit 100 is provided, which, as components, has an input circuit, i.e., input interface 102, at least one computing unit 101, and one output circuit, i.e., output interface 103. A communications system 104, in particular a bus system, connects these components for reciprocal data exchange. Leading to input circuit 102 of control unit 100 are input lines 109 through 112, which in one preferred exemplary embodiment are executed as a bus system and over which signals are conveyed to control unit 100, which represent operating quantities to be evaluated for carrying out the control tasks. These signals are measured by measuring devices 105 through 108 and are supplied by other control units, i.e., control devices. Performance quantities of this type are, for example, accelerator pedal position, engine rotational speed, engine load, exhaust gas composition, engine temperature, transmission ratio, driving speed, wheel rotational speed, steering angle, rate of rotation (gear torque), distance from vehicle ahead or obstacle, etc. Via output circuit 103, control unit 103 controls, or regulates, actuators 113 through 116 over lines 117 through 120, in accordance with the specific application of the control device.

[0023] In the context of the control, for example, of a drive unit, the performance of the drive unit is regulated, e.g., via output circuit 103. Via output lines 117 through 120, in the context of controlling the performance of the drive unit, the quantity of fuel to be injected, the injection or ignition angle of the internal combustion engine, as well as the position of at least one electrically actuated throttle valve for adjusting the air intake to the internal combustion engine are set. Here too, output lines 117 through 120 in one preferred exemplary embodiment are configured as a bus system.

[0024] In this context, symbolically depicted by elements 121, 122, and 123, it is also optionally possible to represent an individual input/output switching circuit 121, in particular a bus controller having a connection 122 to communication system 104 and having an external connection 123 to actuators, further control units, or sensors.

[0025] In addition to the corresponding measuring systems depicted, supplying the input quantities, further control devices of the vehicle, i.e., of the vehicle systems, are provided, which convey to input circuit 102, or optionally to bus coupling circuit 121, further input quantities, for example, setpoint inputs, in particular, rotational torque setpoint values. In the context of drive control are corresponding control systems, which deliver input quantities of this type from, e.g., control devices (see list above) such as anti-spin regulation, driving dynamics regulation, transmission control, engine drag torque regulation, velocity regulator, velocity limiter, vehicle guidance regulator, etc.

[0026] In the context of internal combustion engine control, via the depicted adjustment paths, the air intake to the internal combustion engine is set, whereas in a spark ignition engine, the ignition angle of the individual cylinders, the fuel quantity to be injected, the injection time point and/or the air/fuel ratio, etc., are set. In addition to the depicted setpoint inputs, the external setpoint inputs among which are also a setpoint input via the driver in the form of a driver input and, for example, a maximum velocity limitation, internal input quantities are also present for controlling, for example, the drive unit, such as rotational torque change in an idle regulation, rotational speed limitation, which produces a corresponding input quantity, a torque limitation, etc.

[0027] This is to indicate the various regulating and control tasks that exist in a motor vehicle and the control systems, or control devices, that must be linked or interconnected as first components. As a result of a more intensive than usual coordination of these control tasks, or of the first components carrying them out, the result in accordance with the present invention is a more powerful, i.e., more optimized, system-oriented performance. Examples of this are the control and regulation of the complete drive train, taking into account all of the coordination components (e.g., overall vehicle, motion of the vehicle, drive train), instead of individual actions of engine and transmission using reciprocal data exchange. As a result, the possibility arises, in the context of the system layer, of making changes and improvements in operating functions, in particular in, or through, partial operating modules, so-called plug-ins. Partial operating modules vary and/or expand already existing functionalities, i.e., operating functions, without changing the actual core functionality of the operating function. They therefore represent a simple possibility of creating influence, i.e., change. In the meaning of the present invention, which refers to vehicle-relevant functions that are encapsulated and portable, i.e., capable of being transmitted and reused, in order to be able to uniformly apply them in a modular fashion, e.g., for different control devices, i.e., control components, the operating functions and the partial operating modules can be uniformly employed and can be applied in superimposition on the system layer. One difference is based on the function scope contained therein, which nevertheless does not prohibit equal treatment in the context of the present invention, for which reason they are not distinguished below with reference to the electronic system.

[0028] For this purpose, in FIG. 2, electronic system 200 is depicted, which can be realized, for example, by implementing a software architecture on the hardware, i.e., electronics, corresponding to the vehicle topology. In this context, the basic connection to this electronics of the vehicle is supplied by layer 201, which symbolizes the standard operating system, i.e., OSEK, or ERCOS.

[0029] According to the present invention, a separation is now carried out between basis functions, i.e. basis functionality, and operating functions, i.e., the corresponding functionality.

[0030] Basis functions BaF are superimposed in a basis layer 202 on real-time operating system 201. Basis functions of this type are, for example, system core functions (core functions), driver software and basic system functionalities, i.e., functions that are specific to the control device, i.e., the control unit. Onto these basis functions BaF, i.e. basic functions, system layer 203 is then superimposed, which contains an open interface 204, i.e., is in connection via the latter with the operating function layer, i.e., partial operating module layer 205. In contrast to complete operating functions, the partial operating modules, as already mentioned, are conceived so that they can vary the already existing functionality or can expand the functionality. However, when partial operating modules (plug-ins) are added or replaced, the core functionality is not changed.

[0031] In one preferred embodiment, interfaces are made available for the partial operating modules in operating functions for which partial operating modules of this type are permissible, which, on the one hand, make available for the system layer the interface of the plug-in functionality and which, on the other hand, represent to the outside the interface to the plug-ins. This interface functionality can be represented in a plug-in-interface component in the system layer, which is then subject to necessary adjustments in the event of the replacement of a plug-in.

[0032] Operating functions, i.e., partial operating modules F1 through F4, in this context, are realized via the open interface, in which the aforementioned interface components can be contained. Therefore, it is possible to simply link further operating functions, i.e., partial operating modules F5 and F6 superimposed on open interface 204, i.e., to link them to electronic system 200. In addition, changes of existing functionality F2, as indicated, can easily be made by removal and by changing to a new F2 operating functionality and by a renewed addition to open interface 204. In this manner, these vehicle functions, i.e. operating functions, can very easily be designed in a driver-specific, i.e., in a vehicle-specific manner, and at the same time in a modular and reusable manner. Similarly, they can always be interconnected and/or linked with respect to a compilation, or to the carrying out of control tasks. I.e., connecting the functionality in addition to the application is easily accomplished even while operating.

[0033] In system layer SL, i.e., 203, function interfaces with regard to operating functions, i.e., partial operating modules, as well as coordination components are stored in accordance with the related art. These are summarized in FIG. 2 in open interface 204.

[0034] At the same time, it is provided to implement monitoring functions for the functionalities of the operating functions, i.e., the partial operating modules, in system layer SL, i.e., 203. These monitoring functions then individually monitor the plausibility of the input information supplied to the operating functions, i.e., partial operating modules, the plausibility of the output information supplied by them, as well as the presence and the correct functioning of the functionalities represented by the operating functions, i.e., partial operating modules.

[0035] Drive train management realized in such a manner is discussed in greater detail below on the basis of FIG. 3 as a specific embodiment. The specific functionality, i.e., the electronic system, in this context, can be distributed in any manner over the electronics contained in the vehicle. In this context, FIG. 3 shows, with respect to the related art, the unification of coordinators K1, K2, and K3, K1 designating the vehicle motion coordinator, K2 designating the overall vehicle coordinator, and K3 designating the drive train coordinator, in system layer 203. This unification of coordinators in one layer is represented here as 300, since in this context the monitoring functions are not depicted. Coupled via an interface I301 is engine management 301, which is depicted, for example, in one embodiment in the not yet pre-published German Patent 100 166 45. In response to a division into engine-dependent and engine-independent functionalities, it is possible to classify the motor-dependent functions as basis functions, i.e., basic functions, as a result of which the motor-independent, superordinate driving functions do not have to take into consideration the engine-specific selection of the adjustment path for realizing their requests. If a different division is undertaken with regard to the basic functions, then I301 is provided as standard interface, and the engine management can be taken care of in the area of plug-in functionality.

[0036] The implementation of a drive train management of this type is accomplished first in a decentralized hardware architecture, i.e., in the already existing control devices of the drive train. However, this function and software architecture also supports a distribution of the functions to other computers, i.e., computer units, i.e., control devices in the vehicle. Interfaces I302 through I313 as well as I3145 and I316, in this context, can be unified in accordance with the present invention in open interface layer 204 from FIG. 2. The coordinators for vehicle motion K1, entire vehicle K2, and drive train K3 are contained in system layer SL. As a result of the aforementioned open standard interfaces, functions using the system layer of the control units, i.e., control-device-specific functions, can be superimposed in a simple manner on basis functions BaF. Operating functions of this type relate to, for example, mechanical, thermal, and/or electrical energy management 308, navigation 309, vehicle guidance 310, climate regulation 307, and generator management 306, as well as other functionalities coordinated via coordinator K2, for which functionalities element 311 is depicted as a place holder. The same applies with respect to drive train coordinator K3 for coordinated drive train control 302, coupling management 303, transmission control 304, and starter management 305. Provided here with respect to vehicle motion coordinator K1 are ACC (Adaptive Cruise Control) 312, driver request 313, ESP 314, braking regulation 315, and element 316 as a place holder for further options. In this context, ESP 314 and braking regulation 315 are received by, e.g., a common interface I3145. Similarly, operating functions can have interconnections among themselves, as is the case in starter management 305 and generator management 306.

[0037] The present invention therefore makes possible an optimized modular conversion of existing and new vehicle functions. The resulting implementation according to the present invention produces an open and modular electronic system for the vehicle, which assures long-term expandability also with respect to new electronic vehicle systems and partial vehicle systems. 

What is claimed is:
 1. An electronic system for a vehicle, comprised of first components for carrying out control tasks in response to operating sequences and second components which coordinate a cooperation of the first components for carrying out the control tasks, the first components carrying out the control tasks through using operating functions and basis functions, wherein the system is constructed such that the basis functions are combined in a basis layer and a system layer is superimposed on a basis layer that contains the basis functions, the system layer including at least two of the second components, at least one open interface of the system layer also being provided with regard to the operating functions, and the system layer linking the basis functions to any and all operating functions such that the operating functions can be interconnected and/or used in a modular fashion.
 2. The electronic system as recited in claim 1, wherein monitoring functions with regard to the operating functions are additionally interconnected in the system layer.
 3. The electronic system as recited in claim 1, containing as second components for control tasks at least those regarding the overall vehicle, vehicle motion, and drive train, wherein the system layer of the second components includes at least those with regard to the overall vehicle and the drive train and/or vehicle motion.
 4. The electronic system as recited in claim 1, wherein the operating functions are interconnected in a modular fashion before and/or during a compilation and/or before and/or during the carrying out of the control tasks.
 5. A system layer of an electronic system of a vehicle, which contains first components for carrying out control tasks in response to operating sequences of the vehicle and second components that coordinate a cooperation of the first components for carrying out the control tasks, the first components carrying out the control tasks by using operating functions and basis functions, wherein at least two of the second components are included in the system layer, and the system layer in addition contains at least one open interface, the system layer linking the operating functions to the basis functions via the least one open interface such that the operating functions can be linked in a modular fashion to the electronic system and/or can be. interconnected to the electronic system.
 6. The system layer as recited in claim 5, wherein monitoring functions are also interconnected with regard to the operating functions.
 7. The system layer as recited in claim 5, wherein the latter, of the second components, includes at least those that coordinate a cooperation of,the first components at least with respect to the overall vehicle and drive train and/or vehicle motion. 